Cabin Fumes from Non-Fire Sources
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Non Combustion-related Fumes
|Category:||Fire Smoke and Fumes|
Fumes from various non-fire related sources may sometimes be experienced within the cabins of passenger aircraft.
Most modern passenger aircraft are equipped with pressurised, climate controlled, cabins. In spite of the aircraft designers’ intentions, unwanted fumes frequently permeate the interior of the aircraft. Open doors and hatches as well as certain on-board sources can introduce fumes to the cabin environment. However the usual path of entry for fumes is via the aircraft pressurisation and air conditioning systems.
The majority of passenger aircraft utilise bleed air from the engine or Auxiliary Power Unit to pressurize and heat or cool the aircraft cabin. As a consequence, any contaminants introduced into the engine/APU compressor prior to the point from which the bleed air is extracted may result in the appearance of corresponding fumes in the passenger cabin and flight deck.
Accidents and Incidents
Cabin air contamination
- B763, en-route, Northern France, 1998 (On 9 January 1998, a Boeing 767-300 operated by United Airlines experienced an electrical systems malfunction subsequently attributed to arcing in a faulty electrical loom. The crew elected to divert to London Heathrow where emergency evacuation was carried out on a taxiway upon landing.)
- B744, vicinity Dubai UAE, 2010 (On 3 September 2010, a UPS Boeing 747-400 freighter flight crew became aware of a main deck cargo fire 22 minutes after take off from Dubai. An emergency was declared and an air turn back commenced but a rapid build up of smoke on the flight deck made it increasingly difficult to see on the flight deck and to control the aircraft. An unsuccessful attempt to land at Dubai was followed by complete loss of flight control authority due to fire damage and terrain impact followed. The fire was attributed to auto-ignition of undeclared Dangerous Goods originally loaded in Hong Kong.)
- A332, vicinity Perth Australia, 2014 (On 9 June 2014, a 'burning odour' of undetermined origin became evident in the rear galley of an Airbus A330 as soon as the aircraft powered up for take off. Initially, it was dismissed as not uncommon and likely to soon dissipate, but it continued and affected cabin crew were unable to continue their normal duties and received oxygen to assist recovery. En route diversion was considered but flight completion chosen. It was found that the rear pressure bulkhead insulation had not been correctly refitted following maintenance and had collapsed into and came into contact with APU bleed air duct.)
- B744, Phoenix USA, 2009 (On 10 January 2009, a Boeing 747-400 being operated by British Airways on a scheduled passenger flight from Phoenix USA to London had been pushed back from the gate in normal daylight visibility and the engines start was continuing when fumes and smoke were observed in the cabin and flight deck. The aircraft commander decided to return to the stand but there was some delay while the tug was reconnected and the movement accomplished. The intensity of the fumes increased and as the aircraft came to a halt on the stand an emergency evacuation was ordered.)
- DC93, en-route, Cincinnati OH USA, 1983 (On 2 June 1983, a DC9 aircraft operated by Air Canada was destroyed following an in-flight fire which began in one of the aircraft’s toilets. 23 passengers died in the accident.)
- Passenger Cabin Fire
- Aircraft Fire Risk from Battery-powered Items Carried on Aircraft
- Lithium-Ion Aircraft Batteries as a Smoke/Fire Risk
- An analysis of fumes and smoke events in Australian aviation ATSB (Australia), 2014
- Study of Reported Occurrences in Conjunction with Cabin Air Quality in Transport Aircraft BFU (Germany), 2014
- Cabin Operations Safety: Best Practices Guide 3rd Edition by IATA, 2017
- FAA SAFO 18003: Procedures for Addressing Odors, Smoke and/or Fumes in Flight, 2018